Brake-rigging for six-wheeled trucks.



Y PATENTED JUNE 23,` 1903, F. P. LIVINGSTON. BRAKE RIGGING FOR SIX WHEELED TRUCKS.

APPLIoATIoN FILED 0077.18. 1902.

No MODBL.

Atty.

UNITED STATES y Patented June '23, 1903.

PATENT -QEEICE.

`FREMONT P. LIVINGSTON, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYL- VANIA, A CORPORATION OF PENNSYLVANIA.

BRAKE-HIGGING FOR ISlX-WHEELED TRUCKS.

SPECIFICATION forming per@ ef Lettere Patent Ne. 731,797, det-ed June 23, i903,

, Application led October 18.1902. Serial No. 127.806. (No model.)

To a/ZZ whom t may concern:

Beit known that I, FREMONT P. LIVING- s'lON, a citizen of the United States, residing in Wilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented a `certain new and useful Improvement in Brake-Rigging for SiX-Vheeled Trucks, of which improvement the following is a speci- `ication.

My invention relates to brake-rigging for railway-cars, and has for its object to provide an improved form of brake-rigging particularly adapted to trucks.

Vith this object in v .iew my invention comprisesa new and improved brake-rigging having brake-shoes applied to both sides of each` pair of wheels.

It also consist-sin an equalized system of brake-rigging having brake-shoes applied to both sides of each pair of wheels and which, together with the brake cylinder, may be mounted on the truck and adapted to equalize all braking strains throughout the system z 5 without straining any of the members of the truck-frame; and it further consists in certain novel combinations and improved features of construction, all as hereinafter more fully set forth.

"In the accompanying drawings, Figure 1 shows a longitudinal section of a six-wheeled truck with :my improved form of brake-rigring applied thereto. Fig. 2 is a plan view of the brakerigging, a portion of the truck- 3 5 frame and brake-beams being broken away; and Fig. 3 is a brokenl end view of the same.

According to the construction shown in the drawings, the brake cylinder l is mounted upon the truck-frame, the piston-rod 2 being pivotally connected to cylinder-lever 3, one end of which is connected to the equalizing brake-lever 5, while the other end is connected by means of pull-rod a with the correspondinglever G, which is fulcrumed on a 45. bracket or slack-adjuster 7 ,secured to a crossbeam at the opposite end of the truck. Brakebeams S, 9, 10, 11, 12, and A13, provided with the usual hangers, are suspended from the truck-frame and arranged so as to bear on be used on six-wheeledboth sides of each pair of wheels. On the 5o brake-beams are pivotally mounted the respective brake-beam levers 14., l5, 1G, 17 18, and 19, having the intermediate lower and upper rod connections 20, 21, 22, 23, and 24, respectively. is connected at its lower end by a link ',to

`the upper end of brake-beam lever 14., lwhile `The brake-cylinder is supported on brackets or bars secured to a cross-beam of the truckframe, and in order to relieve said beam and 'also the corresponding beam carrying the slack-adjuster from any bending movement 7o due to braking stresses a compression-strut 29 is inserted between these points on the crossbeams. It will thus be seen that all strains due to braking will be equalized throughout this improved system of brake rigging and 75 `that all members of the truck-frame will be `relieved from any such strains. .rod or push-bar may be provided with a link The pistonor hook 30 for attachment to a hand-operated brake device, if desired.

When the brakes are applied, the power will be transmitted by means of the equalizing-lever 5 and rod 26 to brake-beam levers 14. and 19 at opposite ends of the truck and will then equalize through the system of brake-beam levers and their upper and lower rod connections, thus applying all of the brake-beams to the wheels with equal pressure and equalizing all the strains throughout the system. 9o

In many of the six-wheeled truck-brake designs'heretofore used the brake-beams are applied to the outer side `only of the outer pairs of wheels and to but one side of the center pairs of wheels, and it has been found with this construction that the lateral pres'- sure upon the journal-bearings, due to the pressure of the brake-shoes, has caused these The equalizing brake-lever 5 55 l bearings to wear unevenly. Another objection to this old form of brake-rigging is that it produces a tilting of the truck-frame, due to the dragging movement of the outside brake-beams, which tends to pull down one end of the truck-frame and to push up the other end. With my improved design of brake gear having brakebeams applied to both sides of each pair of wheels these objections are avoided, since the tilting tendency produced by the brake-beams on one side of the wheels is counteracted by that of the brake-beams on the other side, and the brakeshoes being clasped to both sides of the wheels with equal pressure the journal-bearings are relieved of any lateral pressure d ue to braking strains.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. A brake-rigging for six-wheeled trucks, comprising brake-beams applied to both sides of each pair of wheels, brake-beam levers pivoted on the respective brake-beams, connections between said brake-beam levers, an equalizing-lever pivotally connected to one of said brakeebeam levers, and means connecting said equalizing-lever to another of said brake-beam levers.

2. In a brake rigging for six wheeled trucks, the combination with brake-beams applied to both sides of each pair of wheels, levers pivoted on said brake-beams, and connecti ons between said levers, of an equalizin glever pivotally connected to one of the end brake-beam levers, and means connecting said equalizingdever to the brake-beam lever atl the other end of the truck.

3. In a brake rigging for six wheeled trucks, the combination with brake-beams applied to both sides of each pair of wheels and a lever pivoted on each of said brakebeams, of rods connecting the levers of each pair of brake-beams, other rods connecting the levers of adjacent brake-beams of different pairs, an equalizing-lever pivotally connected trucks, the combination with brake-beamsV applied to both sides of each pair of wheels, levers pivoted on the said brake-beams, and

Valternate lower and upper rod connections between said brake-beam levers, of an equalizing-lever pivotally connected to each of the end brake-beam levers, a rod connection between said equalizing-levers and means for applying power to said equalizing-levers.

5. In a brake rigging for six wheeled trucks, the combination with brake-beams applied to both sides of each pair of wheels, levers pivoted on said brake-beams, and connections between said levers, of a brake-cylinder mounted on the truck, a cylinder-lever, and an equalizing-lever with connections for operating said brake-beam levers.

6. In a brake rigging for six wheeled trucks, the combination with brake-beams applied to both sides of each pair of wheels, levers pivoted on said brake-beams and connections between said levers, of a brake-cylinder mounted on the truck, a cylinder-lever and separate connections from the cylinderlever to the two outer brake-beam levers.

7. In a brake rigging for six wheeled trucks, the combination with brake-beams applied to both sides of each pair of wheels, levers pivoted on said brake-beams, and in termediate rod connections for said levers, of a brake-cylinder mounted on the truck, a cylinder-lever, a corresponding lever fulcrumed on the truck, a rod connecting these levers, and equaliZing-levers connected to said cylinderlever and corresponding lever for operating the brake-beam levers.

In testimony whereof I have hereunto set my hand.

FREMONT P. LIVINGSTON. Vitnesses:

R. F. EMERY, JAS. B. MACDONALD. 

